Air-brake.



L. E. MOREL- AIR BRAKE. APPLICATION FILED JULY 14, 1909.

7 Patented 0ct.26,1909. I 4 1i z SHEEN-SHEET 1.

1051571120 5 M0762 Witnesses: lm lentor,

I I 7 By Attorneys L. E. MOREL.

AIR BRAKE.

APPLICATION FILED JULY 14, 1909.

Patented 0011.26, 1909.

2 SHEETS-SHEET 2.

Inventor,

Attorneys 5 aft ' adapted to receive com ressed air from the -trically operated means for automatically vertical section through the valve; Fig. 2 is a Tea LORENZO E. MOB/EL, OF ST. HYACINTHE, QUEBEC, CANADA.

AIRFIBRAKE.

Patented o r. as; trees.

To all whom it may concern:

Be it known that I, Lonnnzo E. Moran, a subject of the King of Great Britain, residing at 83 Ste. Marguerite street, St. Hyacinthe, in the county of St. Hyacinthe, in the Province of Quebec, Canada, have invented certain new and useful Improvements in Air-Brakes; and I do hereby declare that the following is a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same.

The invention to be hereinafter described relates to air brakes and more particularly to an automatic air brake for railway trains and the like.

Broadly speaking it comprises a valve casing, valves mounted therein and adapted to normally maintain the pressure in the casing at a predetermined point, and elecactuating the valve controlling the exhaust from the casing.

In order to more clearly disclose the construction, operation and use of the invention, reference should be had to the accompanying drawings forming part of the present application.

Throughout the several figures of the drawings, like reference characters designate the same parts.

In the draw1ngs:-Figure 1 is a central perspective of the armature adapted to act as a valve in governing the exhaust; F1g. 3 is a perspective of the washer for separat ng the two valve port plates; Fig. 4 is a l ke View of the upper port plate; Fig. 5 is a lake view of the lower port plate; Fig. 6 is a hOIlzontal cross section on line 66 of Fig. 1; Fig. 7 is a top plan View of the chamber 2; Fi 8 is a detail front elevation of the stop; an Fig. 9 is a side elevation of the invention complete and showing its application.

The present invention makes use of an electrically operated exhaust controlling I valve for actuating the air brakes and consequently may be operated from any po1nt of the train by a sim le system of wiring.

In the preferred orm of the invention, a valve casing 1 is provided having air chambers. 2, 3 and 4:. The chamber 2 is train line 5 through a ranch pipe (l, while the chamber 3 receives compressed am from the train line through a branch 7 and acts as an equalizing chamber. Consequently,

the air pressures in the two chambers are equal The upper part of chamber 4. comniunlcates with chamber 2 through the sage 8 while the lower part thereof 6011111111 nicatcs with both branches of the train line. Consequently, the air pressures in the chambers 2, 3 and I} under normal conditions, will be the same. Chambers 2 and 3 communicate with each other through passages 9 and 10. The passage 9 leads direct from one chamber to the other through the sap-- arating partition while the passage 10 leads from the rear end of ,chamher 2 around through the wall of the casing l and down through a port formed in. the lower face of the top of the casing at approximately its center. ably secured. to the inner face of the top, a valve port plate 11 having the two ports '12. The'passage 10 is continued across through the cover of the casing as anexhaust passage 13. The inner port of the passage 13 lies adjacent the inner port of fplate '11 are adapted to register with these adjacent ports, as shown in Fig. 1. Below this top port plate is secured a second or bottom port plate 14: having ports 15 adapted to establish communication between the chamber 3 and the port 12 communicating with the exhaust passage 13. Between the edges of the adjoining faces of the port lates 11 and 14 placed a washer 16 form ing a slight rectangular space between the plates and establishing communication between the passages 10 and 13 through. the ports 12. The passage 13 communicates directly with the atmosphere. Consequently, it is necessary, under normal conditions, to prevent communication between this passage and the chamber 3. thin disk or metal plate 17 has been provided. This plate is placed in the space between the plates 11 and 1 1. When the whole device is first installed the ressure throughout will be simply atmosp ieric. When the w increased pressure of the train line enters chamber 3 it will pass upward through the ports 15 in the port plate 14: and against the face of the disk 17, forcing the disk upward to completely close the port 12 which communicates with the passage 13.

The compressed-v air then passes a 1nd through t e remaining port 12 and d dwn through passage '10 to the rear; endof he Directly below this port is dotach passage IO'an'd the two ports 12 of-the port To this end a" 'ducing the pressure in chamber 3 whichchamber 2. As long as the pressure is main;

tained inthe chamber 3 the disk will be forced to operative position.

In order to operate the brakes of the train it is, of course, necessary to reduce the pressure in the train line. This is done by recommunicates with the train line. In order to effect such reduction in chamber 3, it is necessary, of course, to draw the disk 17 downward against the pressure of air in the chamber. This is effected by an electro magnet 19 suspended Witliintlie chamber 3 with its poles projecting through openings in the plate 1-1 and directly beneath the disk 17. As soon as the magnet is energized, the disk 17 will be drawn against the air pressure in chamber 3. As the plate 17 is drawn down the compressed air in the passage 10 will rush through the ports 12, the v space between the port plates, and out through passage 18 to the atmosphere, the ports 15 being at the same time tightly closed by the plate 17. Consequently, the pressure in chamber 3 and the forward part of chamber 2 is greater than the pressure in the passage 10 and the rear part of chamber 2. This dill'erence in pressure is used to operate a reciprocahle valve 20 in the chamber 2. This valve is constructed as a piston com prising a single piston rod and. several piston heads 21, 22 and 23. These piston heads are adapted to close or open ports or passages leading into and out of the chamber 2 to control the admission and, exhaust of compressed air to and from the same. The head 21, normally, lies between the passages 9 and 10 while the head .23 normally lies between the )assa 'e 8 and an exahust )ort 13 in which the outer end of the piston rod plays. Consequently when the air pressure in the passage 10 and in, the rear of the chamber 2 falls below the pressure in chamber 3, the valve 20 will be driven rearwardly. As it moves rearwardly the passage 8 and exhaust;- port 24 will be brought into communication and the air in the upper part of chamber 4: will escape. The reduction of pressure in the upper part of chamber 4 is ntilized to operate a second reciprocablc valve, controlling the passage of air to and from the train line system through chamber 4. This valve comprises a piston rod and upper and lower piston heads 25 and26.

The lower piston head 26 is adapted to cut against the lower open end of the chamber to close the san e. The two branches of the train line communicate res1 ecti\'ely with the. chamber 4 proper and with the annular space-between the chan'iber land the.cup 7 2t). The lower end of the cup is provided with a passage adapted to receive an exhaust pipe 30. (onsequenlly as the reciproeable Valve in the chamber l rises, the piston head 26 will pass above the port or ports 27 and 7 lie between the valve and the inlet; of the upper branch of the train. line. In this position the air in the lower branch will escape, flow into the annular space between the cup 29 and the exterior wall of chamber 4. pass through the port or ports 27 below piston head 26, and exhaust through the exhaust pipe 30. I In this way all brakes on the lower branch of the train line 5 will be set. Preferably the device will be placed in S the enginecns cab so that; the whole train pipe line may be: used as a lower branch.

it is desirable to keep the brakessct for a considerable length of time. in order to accomplish this result, a spring actuated 9 pin 31 is mounted in a casting or bracket 32 adjacent the exhaust passage 21 and is adapted to rise behind the end of the valve rod 20 to hold it in retracted position. Of course, as long as the reciprocable valveis held in its inward or retracted position, the passages S and 2t will l 5 in communication and the air will be allowed to escape from chamber -l, thus causing the setting of the brakes in such part of the train line islet) plication oi the invention will be clear from the preceding detail description.

Changes may be made-in the construction, :u'rangemcnt and disposition of the several parts of the invention without in any way departing from the field and scope of the same. and it is meant to include all such within this application, wherein only a preferred form has been disclosed.

Having thus fully described my invention,

what 1 claim as new, and desire to secure by Letters Patent, is

I. A device oi the character described comprising a casing divided into compressed air, equalizing, and train line chambers; a

train line. a branch )i )e connectin said I) train line and said compressed air chamber, a. second branch pipe connecting the train line and said equalizing chamber, an we haust passage leading "from said equalizing chamberabout said compressed air chambcr, means For establishing communication between the compressed air chamber and the exhaust passage, means actuated by the air pressure within the compressed air chamber and adapted to normally maintain communisenses cation between said chamber and the aforesaidexhaust-passage, and an automatic de vicet'oru withdrawing said means to cut oil such communication.

A. device or the character described comprising a casing divided into compressed 3 air, equalizing, coininunicatmg passages between said chamand train line chambers;'

here, an exhaust passage leading from'said equalizing chamber directly into the atmos phere, second exhaust passage leading from the rear of said chamber through the 'compressed' air chamber and indirectly. into the atmos more, a rcciprocable valve mounted insai equalizingchamber and adapted to open exhaust communication between the train line chamber through the equalizing chamber, and electrically ope atcd means for controlling exhaust through the aforesaid second exhaust bassage.

3. A device of the character described coin nising a casing divided into compressed air, equali" 3 1g, and train line chambers; communicatin passages between said chainhers, an exhaust passage leading. from said equalizing chamber directly into the atmosphere, a second exhaust passage leading from the rear of said chamber through the compressedair chamber and indirectly into the atmosphere, a reciprocable valve mounted in said equalizing chamber and adapted to open exhaust communication between the train line chamber through the equalizing chamber, electrically operated means vfor controlling exhaust throu h the aforesaid second exhaust passage, and means forlockigsaid reciprocable valve inoperative position. l. A device of -the character described comprising a casing divided into'comprcssed a r, equalizing, and train line-chambers;

communicating passages between said chambers, anexha-ust passage leading from said equalizing chamber directly into the atmosphere, a second exhaust passage leading from the rear of said chamber through the coin pressed air chamber andiindirectly into the atmosph re, a reciprocablc valve mounted in said equalizing chamber and adaptedto, open exhaust communication between the train line chamber through the equalizing, chamber, electrically; operated means for co1 itrolling exhaustlthrough the aforesaid second e ihaust passage, train line branches connected to the aforesaid train line chaur her, an exhaust assage leading from said chamber, a bypass adapted to establish com-v munication' between the branches of said train l ne or between one branch thcreoi' and said exhaust passage selectively; and a reciprocablevalve mounted in said train line.

mounted in said chamber and adapted to. es-' tabi'rsh, comnn nication between said train line branches through the by passonto establish communication between one of sa d branches and the exhaust passage by Way of the by pass.

6. A device of .the character described comprising a casing, a train line chamber.

formed therein, a up secured about the lower end of the member and adapted-t0 form therewith an annular space, a' train line branch connected to said chamber, a second train line branch connected to said cup, an exhaust passage leading from said chamber, a by pass adapted to establish communication'betwoen saidchamber and the aforesaid annular space between the cup and the lower end of the chamber, and a rcciprocable valve slidably mounted in said chamber and adapted to govern passage of air through the by pass' 7. Ina .d-evice'of the character described, a casing, an equalizing chamber therein, a reciprocable zal've in said chamber, a train line chamber communicating With saidequalizing,- chamber, a passage for exhaust of air from said train line chamber through said equalizing chamber, said rcciprocable yvalve mounted in said equalizing chamber and adapted to'control such exhaust, and

means forlocking said valve in operative position. .i l I l In Witness whereof I havehercunto set my hand in the presence oftwo witnesses,

LORENZO EMOREL.

Witnesses; I

'l, Mrnano, I E. Jr-Gianni, 

